Electrically-actuated switch mechanism



' {No M01161.)

W. s. BROWNE.

ELEGTRIGALLYY AGTUATED SWITCH MECHANISM.

Patented July 20, 1897.

INVEIVTUR A7 fOR/I/EKS.

UNrrnD STATES PATENT OFFICE.

'\\".i-"\LR-Al\l S BROWNE, OF BROOKLYN; NEW Ytlltli. v

ELECTRiCALLY-ACTUATED SWITCH M ECHANISM.

SPECIFICATION forming part of Letters Patent N 0. 586,702, dated July 20, 1897.

Application filed November 25, 1896. $erial No. 613,432. (No modelJ To (all 1071-0722 ft 1171/1/ P07200771- Be it known that I, \VALRAM b. BRowNE, of Brooklyn, in the county of Kings and State of New York, have invented a new and Improved Electrically-noteated Switch Mechanism, of which the following is a full, clear, and exact description.

My invention relates to an improvement in the mechanism for controlling electricallyactuated switches shown and described in my United States Patent No. 570,373, dated October 27, 18%, which consists, essentially, of certain mechanism by which the switch if thrown to the branch line is left in that position, should a car designed for that line he the next one along.

In my patent above mentioned the switch was in all cases first thrown to the main line and then thrown to the branch line. This made a double movement of the switch in many cases. My present device makes only a single movement whichever way the car is bound.

Reference is to be had to the accompanying in which similar characters of reference indicate corresponding parts in all the views.

Figure 1 is a cross-section of-the controlling device and the magnets for operating the switch. Fig. 2 is a perspective view showing the controlling mechanism for three different switches. Fig. 3 is ahorizontal section through the controlling mechanism, and Fig. 4 is a plan View of a track and switch.

The electrical magnets shown in Fig. 1 consists of two solenoids C and F of unequal power. The solenoid F connected to the mechanism so as to throw the switch for the branch line, is the stronger of the two. In Fig. 1 the proportioi'ls of the magnets and the track are very much exaggerated in order to show the magnets of a convenient size. The controlling mechanism for operating these magnets consists of a body formed to two insulating-plates A and A, joined in an L shape. The larger one of these, 'A, is fixed in a vertical plane. To the outer end,of the other plate, A, is attached a metal bar B,

. which at its lower edge is shaped so as to form a portion of the track upon which the trolley runs that is, its lower edge is made of about the shape and size of the trolley-wire. At

each end the lower edge of this bar is recessed and a hole made through the bar, the recess and the hole being of such a size as to snugly receive the trolley-wire. trolley-wire thereto the end of 'the wire is passed through the hole and then bent over, as shown at c. This makes a quick and sure means of fastening the trolley-wire to the bar. lVh'en the trolley-wire is thus fixed to the bar, the lower surfaces 'of the wire and the bar form a smooth continuous surface of uniform size. The inner surface of the bar B has a recess formed thereon, extending on each side of the center. This recess contains a plate 0, which is insulated from the bar]; by a layer D of insulating material. The plate 0 extends as far down as the bar 13, and throughout its length forms a portion of the surface upon which the trolley-wheel L will run. over this portion of the bar, it will act as a When the trolley-wire L is passing In fastening the briclgeor connection between the bar 13 and the plate 0. 1

The plate 0 is connected to the pin C, which in its turn is connected to a wire 0 leading to a solenoid (1". A contact-bar F is pivoted in the vertical member A and projects from the side thereof and is held outward hy a flat spring F1 The pivot fforins a connection to which is attached the wireF leading to the solenoid F The vertical po sition of the contact-bar F will depend upon the switch being operated and will be placed at different elevations for different switches upon the same line.

The head 0 of the trolley-pole K has a bar 1 attached thereto and electrically connected with the trolley-wheel. This bar has side projections 17 placed at such a heightas to engage the contact-bar F of those switches which should be thrown by the car carrying the trolleypole K. The head 0 will ordinarily have but one of these projections, and all the switches which are to be thrown by this .particular car will have their contact-bars placed at such a height relative to the trolley wire that the projection p will engage them. Switches which are not to be thrown by this car willhave their contact-bars arranged'at different elevations and will consequently nothe affected by the passage of the car. The contact-bars F are so placed relative to the plate that they make contact with the proeven when the current passes through the other solenoid. The contact-barF also maintains contact with the projection 19 until the contact between the trolley-wheel and the plate D is broken, thus preventing the possibility of the switch bein g thrown back to the main line. Oars intended for the main line only will not need any projection 1') for engagement with the contact-harsh, as the trolley-wheel itself will bridge the insulation between the plate (1 'and the bar 13 and throw the switch for themain line. In. Fig. 2 I have shown one trolley-pole of this character and another with the block I and the projections 1). It will thus be seen that there can be but one motion of the switch at any time. This simplifies the operation of the device and renders it more certain than the device shown in my previous patent.

.In Fig. 4t, S represents the rails of what I have referred to herein as the main-line," and S the rails of the branch line. The joint or switch which is thrown by the magnets is representedby R.

Having thus described my invention, I claim as new and desire to secure by Letters Patent 1. In an automatic switch for electric railways, the combination of an electrically-operated switch-moving mechanism, with a current-switch consisting of a short sect-ion of the trolley-Wire, which is split vertically into two parts which are insulated from each other, one of said parts being connected with the trolley-wirev circuit and the other with the circuit operating the switch-movin g mechanism, and adapted to be connected by the passage of the trolley, to supply the current for throwing the switch, substantially as shown and described.

2. In. an automatic switch for electric railways, the combination of an electrically-o1)- erated switch-moving mechanism,eom prising two electromagnets of different strength, the weakerbeing connected to throw the switch for the main line and the stronger to throw the switch for the bran eh line, with a contact-- piece adapted to be engaged by the rolling surface of the trolley-wheel and connected to the weaker or main-line magnet, and a contact-piece extending each side of the firstnamed contact-piece and connected to the strongeror branch-line magnet, and adapted to be engaged by aspecial contact-piece projecting from the sides of the trolleys of cars bound over the branch line. substantially as shown and described.

3. In an automatic switcltfor electric railways, the combination of an electrically-operated switcl'i-moving mechanism comprising two electromagnets of different strength, the weaker being connected to throw the switch for the main line and the stronger to throw the switch for-the branch line, with a contactpiece adapted to be engaged by the rolling surface of the trolley-wheel and connected to the weaker or main-line magnet, and a contact-piece extending each side of the firstnamed contact-piece and connected to the stronger or branch-line magnet, and adapted to be engaged by a special contact-piece projeeting from the sides of the trolleys of cars bound over the branch line, said branch-line contact-pieces upon the trolley and wire occupying different relative positions for different branches, substantially as shown and described.

4. In an automatic switch for electric railways, the combination of electrically-operated switch-moving mechanism, two electromagnets of different strength, the weaker being connected to throw the switch for the main line and the stronger for the branch line',with mechanism operated bythe currentcollector of all cars, to pass a current through the main-line magnet, and a special contact I mechanism upon branch-line cars, adapted to pass a' current through the branch-line magnet coineidently with that through the mainline magnet and for a short time before and after the same, substantially as shown and described.

5. An electric-circuit maker for operating a switch, consisting of a bar shaped on its lower edge to correspond to the trolley-wi-re section, means for attaching the trolley-wire thereto, a longitudinal recess in one side of said bar extending to and including the central line of the bottom edge, and a plate therein but insulated therefrom and adapted to be connected by the trolley-wheel, substantially as shown and described.

6. An electric-circuit maker for operating a switch, consisting of a bar shaped on its lower edge to correspond to the trolley-wire section, arecess in the bottom edge at each end, holes through the bar, connecting with the inner ends of these recesses, a longitudinal recess in one side of said bar, extending to and including the central line of the bottom edge, and aplate therein but insulated therefrom and adapted to be connected by the trolley-wheel, substantially as shown and described. I

7.. An. electric-switch-controlling mechanism, comprising two platesforming an L shaped insulating-body, a metal bar longitudinally recessed near the middle of its length, a metal pl ate in said recess and i nsnlated from the first metal plate, the lower el'lges of said plates being adapted tol'orm a portion of the trolley-track, the longer plate being conneoted to the trolley-wire end the short plate 10 the mechanism for throwing the switch to the main line, a contact-bar pivoted in the lower or side member of the insMating-body and adapted to be engaged by side projections on the trolley-head, sztid contact-bar being located fit variable heights in different switches, and connections from the contactbit-TS to the mechanism fol; contiolling the I branch-line switch, said mechanism being stronger than that for opening the mainline,

and the connection thereto being made before.

the connection with the contact-plate for the main line and continuing until the main-line connection isbroken, substantially as shown and described.

WA'LRAM S. BROWNE. Vitne'sses:

IT. L. REYNOLDS, JAMES' M. HENLEY. 

